Vehicle Use Case Task Force S3: Customer connects vehicle to premise using Premise EVSE that includes the charger

Transcription

1 Document History Revision History Revision Number Revision Date Revision/ Reviewed By Summary of Changes D Rich Scholer Added U4 to steps 10 & 13. Added U4 & L4 to section 4. Added Section Gery Kissel Added reference to Use Cases "U" to steps 10 & 13. Added key to Activity Diagram. Changes marked Approvals This document requires the following approvals. Name Title

2 1.1 Use Case Title S3 Vehicle Use Case Customer connects vehicle to premise EVSE that includes the charger. This allows DC energy transfer to the vehicle. This EVSE also retains the AC energy transfer capabilities described in S Use Case Summary This use case details the Binding/Rebinding (Startup, VIN Authentication, Basic Charging per enrolled program, Shutdown) process for the customer to use a premise mounted EVSE that includes a charger. This is precluded by specific enrollment process by one or more of the Utility Use Case categories as described in Use Cases U1-5. This sequence of Use cases is followed by Use cases L1-4 that include the connection site variations. 1.3 Use Case Detailed Narrative The vehicle connects to the grid using a cord that is included in the premise mounted Electric Vehicle Supply Equipment (EVSE), as described in J1772. These are expected to be available in both home and public applications. Including the charger in the EVSE removes this burden from the vehicle (less weight, cost, etc) and retains it within the EVSE. This may be a favorable option for customers that trade vehicles frequently and only want to purchase the charger (or a large charger) one time and include it with the installation of the EVSE in their home or other locations. The customer could include a small charger on a PHEV for convenience charging using an EVSE cordset (1.5 to 2kW) and then use a larger charger in a premise EVSE, when available for faster charging rates. This may be a favorable option for EVs where they may require up to an 18 kw on-board charger that could be in the EVSE and the vehicle would only need a 3 kw unit. This premise EVSE that includes the charger would be used for higher power levels than a premise EVSE without a charger. This EVSE would also include a selection device that would allow it s charger to be bypassed and also deliver AC energy to a vehicle. Vehicles that use this premise EVSE may or may not include on-board chargers. The premise EVSE could also include more than one cord allowing it to be connected to more than one vehicle at a location. The PHEV & Utility will communicate to implement one or more the following Utility programs. U1: Time of Use (TOU) pricing demand side management programs are when the customer has agreed to limit charges to the utility schedule for load balancing. (e.g., off-peak, mid-peak, on-peak, etc.).

3 U2: Discrete Event demand side management program (Direct Load Control) U3: Periodic/Hourly Pricing Price Response program U4: Enrollment Process to Critical Peak Pricing (CPP) or Hourly/Periodic Pricing Program U5: Active Load Management program 3. Step by Step Analysis of Each Scenario Use Case S3: Customer uses a premise EVSE (that includes a charger) to connect the PEV to the utility. 3.1 Scenario Description Primary scenario is the customer connects a premise EVSE to the PHEV, at home to charge the PHEV. The customer wants to take advantage of one or more of the utility programs. Triggering Event Primary Actor Pre-Condition Post-Condition Customer connects premise EVSE cord to PHEV. Customer Customer has enrolled PHEV with home utility The utility has a record of the energy agreement related to the customer premise and the associated PHEV ID. PHEV binds or rebinds with utility.

4 3.1.1 Steps for this scenario Step # Actor Description of the Step Additional Notes 1 EVSE When the EVSE has power from the premise, it sends a 12V signal on the pilot circuit. 2 EVSE Selection is made if AC or DC energy is to be transferred. The premise EVSE that includes a charger can also deliver AC energy to the vehicle (bypassing the EVSE charger and using the vehicle charger, if so equipped). 3 Customer Customer connects EVSE cord to PHEV. When the EVSE cord is connected to the PHEV, this 12V signal is reduced to 9V thru a vehicle resistor on the PHEV. 3a EVSE If the EVSE has multiple cords, the customer may have to enter more info. 3b EVSE A public EVSE with or without multiple cords may require the customer to enter billing and/or personal info or verify the customer is authorized to connect at this site. This may or may not be required at a customer s home. Billing could be for a parking space rather than cost of energy. 4 PHEV PHEV wakes up. The pilot signal wakes up the vehicle to a state sufficient to participate in charging. 5 EVSE EVSE monitors pilot voltage drop from 12V to 9V. This reduction to 9V tells the EVSE a vehicle is connected. It is also used by the EVSE that is also detecting the output of this circuit to start its PWM generator.

5 Step # Actor Description of the Step Additional Notes 6 EVSE EVSE starts Available Line Current (ALC) PWM generator. 7 EVSE Pilot PWM is reduced to 5% since additional communication is required. 8 PHEV/ESCI PHEV and Energy Services Communications Interface (ESCI) initiate a secure communications session. The PWM generator magnitude is then transitioning from +9V to -12V magnitude and the rate matches the chart for Available Line Current (ALC) identified in J % PWM is automatically transmitted if DC energy is requested in step 2. AC energy transfer would transmit the PWM rate mating ALC of the EVSE. Refer to S1 or S2 for this. Additional communication for DC energy transfer is identified in J2293. This will be updated in J & J Implementation could have PHEV or ESCI as initiator of session. 9 PHEV PHEV sends VIN Utility authenticates PHEV is connected and implements program criteria. 9a PHEV PHEV sends Billing Request This would confirm PHEV billing at premise (customer's home). Optional billing requests may be request if connecting to another Utility territory or public premises. These options would have been transmitted to the utility during the enrollment or could have been agreed to at public sites (i.e. curbside, etc).

6 Step # Actor Description of the Step Additional Notes 10 PHEV PHEV sends Energy Request (amount & rate) Amount is total (based on RESS SOC). Rate is the off-board charger size. Utility compares request with available and confirms or adjusts for message back to PHEV. 10a PHEV PHEV sends schedule for energy request Based on TOU program. Schedule is Connection Time, Full Charge Time and Balance Charge Time. 10b PHEV PHEV sends request for discrete event info. Based on Discrete Event demand side management program. 10c PHEV PHEV sends customers predetermined pricing info to utility 10d PHEV PHEV requests Critical Peak Pricing (CPP) or Hourly/Periodic Pricing info. Based on Periodic/Hourly Pricing Price Response program. Based on Critical Peak Pricing (CPP) or Hourly/Periodic Pricing program. 10e PHEV PHEV sends Based on Active Load Management program. 11 Utility Utility verifies PHEV ID (premise ID and/or customer ID) to ESCI 12 Utility Utility transmits confirmation message via ESCI to End Use Measurement Device (EUMD) indicating successful binding with premise ESCI. PEV binds (or rebinds) with utility EUMD is required for revenue metering of electricity 13 Utility Utility sends Energy Available (amount & rate)

7 Step # Actor Description of the Step Additional Notes 13a Utility Utility sends schedule for energy available (time spread energy will be delivered) Based on TOU program. 13b Utility Utility sends discrete event alerts. Based on Discrete Event demand side management program. 13c Utility Utility sends periodic/hourly prices. Based on Periodic/Hourly Pricing Price Response program. 13d Utility Utility sends Critical Peak Pricing (CPP) or Hourly/Periodic Pricing info. Based on Critical Peak Pricing (CPP) or Hourly/Periodic Pricing program. 13e Utility Utility sends Based on Active Load Management program. 14 PHEV PHEV prepares for charging. When the vehicle is ready to accept energy, another resistor is switched into the pilot circuit that drops the +9V to either 6V or 3V. 6V means the EVSE does not have to turn on ventilation at the premise and 3V means it does. This voltage drop signals the EVSE to close it's switches and allow power to flow to the vehicle. 15 EUMD PHEV Charges EUMD records charging information and energy supplied to PHEV for each charging session. Charging information is included with additional info collected by ESCI (PHEV ID, Premise ID, Date & Time stamp) for each metering interval. 16 ESCI ESCI transmits Date, time, duration and energy delivered to Utility and Vehicle. This is the status of the cycle for the Utility, PHEV and Customer information.

8 Step # Actor Description of the Step Additional Notes 17 Utility Utility records each PHEV charging session for bill generation and reporting to customer account associated with this premise and PHEV ID.

9 4. Requirements This Use Case (S3) refers to the steps the customer will use while using a premise EVSE that includes the charger. This is preceded by one or more of the Utility program Use Cases (U1, 2 3 and/or 4) and is followed by the Location Use Cases L1, 2, etc. per the following diagram. Use Case Summary Customer selects one or more U1: TOU U2: Direct Load/Price Control U3: Real Time Pricing U4: Critical Peak Pricing U5: Active Management Customer uses only one S1: Cordset EVSE (120V AC to vehicle) S2: Premise EVSE (240V AC to vehicle) { (Why) (How) { S3: Premise EVSE w/charger (DC to vehicle) (Where) { Customer uses only one L1: Home: Connects at premise L2: Another's Home Inside the utility s service territory & A: premise pays tariff B: customer pays tariff L3: Another's Home Outside the utility s service territory L4: Public: Curbside, workplace, business, multi family dwelling E } U1 U2 U3 U4 U5 S1 S2 S3 L1 L2 L3 L4 (What) { Charge Discharge Diagnostics V2G, V2H, V2L, V2V General Registration/ Enrollment Steps Initial Setup for PHEV-Utility Communication & Authentication } } } Utility Programs (Awareness, Specific Enrollment) Binding/Rebinding (Startup, VIN Authentication, Basic Charging per enrolled program, Shutdown) Connection Location (VIN Authentication, Basic Charging per enrolled program) VM Specific

10 4.1 Functional Requirements Func. Req. ID Functional Requirement Associated Scenario # (if applicable) Associated Step # (if applicable) 4.2 Non-Functional Requirements Nonfunc. Req. ID Non-Functional Requirement Associated Scenario # (if applicable) Associated Step # (if applicable) 4.3 Business Requirements Bus. Req. ID Business Requirement Associated Scenario # (if applicable) Associated Step # (if applicable) 5. Use Case Models

11 5.1 Equipment Diagram Coupler (C2) 40 kwh Pack 5 kw Coupler (C1) PHEV Assumptions: The PHEV includes coupler (C1) for AC energy transfer and includes a second coupler (C2) for DC energy transfer. 5.2 Communication Path Diagram CCID & Pilot Coupler (C2) 40 kwh Pack 5 kw Coupler (C1) PLC or ZigBee J 1772 Pilot ( PWM = 5%) PLC or ZigBee Telematics or on-vehicle entry

12 5.3 Activity Diagram Note: Premise mounted EVSE shows ZigBee or PLC from the vehicle to utility thru the EVSE. Customer to Grid Participate in Demand Response (DR) Program Expected Medium Internet, Cell, US mail Through EUMD Price Signal Price Schedule Event Messages Customer to G Participate in D Vehicle Key Actors Message transmitted between actors Message path not used Medium Type Cordset to Vehicle Messages and path Customer to Vehicle Presets ( preferences) Customer ID Desired Charge Time Projected Charge Pattern Billing Preferences EVSE Cord to Vehicle Pilot Signal Available Line Current Expected Medium Telematics Expected or Nav Medium Screen Telematics or Nav Screen Vehicle to Cord Pilot Signal Ready to charge Ventilation Rqrd Vehicle Owner / User Vehicle to Owner Charge Status Billing amount EVSE & EUMD Vehicle Grid Expected Medium EVSE Pilot Vehicle Messages Through EUMD Time of Day Price Signal Price Schedule Event Messages Expected Medium PLC or ZigBee PHEV ID Customer ID Interval Consumption (kwhr) RESS State-of- Charge RESS Capacity Charger Size ( or Pilot ALC) Customer to Ve Presets ( preferenc Customer ID Desired Char Projected Ch Billing Prefere EVSE Cor Pilot Signal Availab Expecte Telematics Expeco Telematic Vehic Pilot V Deleted:

13 5.4 Sequence Diagram Vehicle Customer EVSE EUMD ESCI Utility Connection Wake up Vehicle Startup Premise ID PHEV ID Customer ID (opt) «bind» ALC Charge Cycle Energy Request Schedule (opt) Energy available & Schedule Energy delivered Energy measured Program Schedule Event Schedule Charge Complete Shutdown Charge Sum (opt) Summation of Charge Energy status/sum Action Signal Message

14 5.5 Message Diagram This diagram shows the primary message requests sent from Vehicle and a potential message reply from the Utility. The Energy request (amount & rate) delivery time is based on the Utility program enrollment programmed into the vehicle or the EVSE. The utility responds with the optimization values for this cycle time. 4:00 PM - 6:30 AM Connection Time Event Cycle Request (Vehicle to Utility) 8:00 PM - 11:00 PM Full Charge Time 11:01 PM - 11:30 PM Balance Charge Time Energy Request 4:00 PM (SOC) 4:00 PM Energy Rate (Lesser of ALC or Charger Size) 16:00-06:30 Connection Time 23:08-03:42 Full Charge Time Event Cycle Available (Utility to Vehicle) 03:44-04:12 Balance Charge Time (Full Charge Time & Rate changed) Energy Request 4:00 PM (SOC) 4:00 PM Energy Rate (Lesser of ALC or Charger Size)